Cam-shaft structure and oiling mechanism for internal-combustion motors



A. WINTON.

CAM SHAFT STRUCTURE AND OILING MECHANISM FOR INTERNAL COMBUSTION MOTORS. APPLICATION HLED JUNE 17. 1916.

1,339,839. I Patent d May 11,1920.

4 SHEETS-SHEET I.

A. WINTON.

CAM SHAFT STRUCTURE AND OILING MECHANISM FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED JUNE 17, 1916.

1,339,839. 'Patentecl May 11, 1920.

4 SHEETS-SHEET 2.

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CAM SHAFT STRUCTURE AND OILING MECHANISM FOR INTERNAL COMBUSTION MOTORS.

APPLTCATION FILED JUNE I7, 1916.

1,339,839. Patented M y 11,1920.

4 SHEETS-SHEET 3- A. WINTON.

CAM SHAFT STRUCTURE AND OILING MECHANISM FOR INTERNAL COMBUSTION MOTORS. APPLICATION FILED JUNE I7, I916.

1,339,839. Patented May 11,1920.

'4 SHEETS-SHEET 4,

UNITED STATES TENT OFFICE.

ALEXANDER WINTON, OE LAKEWOOD, 0HIQ,'.-ASSIGNOR ro THE wIN'roN GAs ENGINE & MANUFACTURING COMPANY, OE CLEVELAND, OHIO, A CORPORATION OE OHIO.

CAM-SHAPE" STRUCTURE AND OILING MECHANISM FOR INTERNAL-COMBUSTION" MOTORS.-

Original application filed September Q6, 1914, Serial No. 863,704. Divided and this application 17, 1916. Serial No. 104,315.

To all whom it may concern:

Be it known that I, ALEXANDER WIN'rON, citizen of the United States, residing at Lakewood, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Im rovements in Cam-Shaft Structures and iling Mechanism for Internal-Combustion Motors, of which the following is a specification.

This invention relates to improvements in internal combustion motors and particularly to devices of that character using fuel oil and operatingeunder high compression.

More specifically the invention relates to an internal combustion motor comprlsing a plurality of cylinders, air inlet and exhaust valve mechanism therefor, operatlng devlces for said valve mechanism comprising rockers and cams arranged upon a cam shaft, the supports and bearings for the cam shaft being arranged in sections or separable un ts, together with certain mechanlsm for malntaining a proper oil level in a sultable trough arranged about the cam shaft and the bearings therefor.

The invention may be further briefly summarized as consisting in the construction and combination of parts hereinafter set forth in the following drawings, description and claim.

Referring tothe drawings Figure 1 is a side elevation of the engine showing the cam shaft side; Fig. 2 is an end elevation of the first cylinder and is a view taken behind the governor with parts broken away and in section; Fig. 3 is a detail sectional view, showing the valve mechanism in each cylinder head; Fig. 4 is a plan view of a unit of two cylinders with the head of one removed and the head of the other broken away, other parts being shown ,in plan and section; Fig. 5 is an elevation of the upper portionof the same unit with parts broken away and in section; Fig. 6 is an elevation of a portion of the cam shaft side of the motor, showing the oil system; Fig. 7 is a section through the cam shaft trough; and Fig; 8 is a top plan view of a section of the cam shaft and trough with the cover removed.

In carrying out my invention any preferred form and construction of parts may Specification of Letters Patent.

Patented May 11, 1920.

filed June able crank shaft upon which is mounted a balance wheel 4.. The forward portion of the crank case contains suitable gearing and other mechanism (not shown) for operating an air pump 5, to furnish air under pressure for the fuel mixture which is supplied to the engine. The crank shaft is also connected to a governor 6, whose particular construction is unimportant,'but which is pro-' vided with the usual grooved member '7 for controlling the fuel supply, as will later appear.

The upper half 3 of the crank case is provided'on the exhaust side of the en ine in the upper corner with a longitudinafiy disposed channel or passage 8 communicating with a suitable pipe 9 preferably leading to a point outside Of the building, so as to muflie the noise of the air intakes. At each cylinder said channel has a side port 10 for a purpose to be described.

Six cylinders are preferably employed, each comprising a main cylinder body 11 provided with a suitable water jacket 12 and a lower supporting flange 13 adapted to be secured to they upper member 3 of the crank case. Each cylinder, at its upper end 4, is faced off to receive the cylinder head structure to be described. At the upper end of the cylinder its face is cut away at diametricallyopposed points, as at 14, to provide space for the operation of the valves, as will later appear. On the exhaust side each cylinder jacket is provided with a finished portion 15, having an outlet port 16 for a purpose to be described. At a lower point on the same side of the cylinder, the jacket is provided with a finished boss 17 forming a seatto receive a flange 18 in turn connected to a hand operated valve 19, this valve in lized for any of the purposes to vertically disposed ribs 2% pr 45 elbow structure is provided W1 turn being connected to a water supply manifold pipe 20*, leading to a "ble water pump (not shown). Each cyl ier is pro: vided on the exhaust side and preferably 5 toward one side with a cast metal air inlet member 21, having channel 22 therein communicating with one of the ports 10 and whose upper end is finished with the top of the cylinder. Diametrically to this 10 air inlet member is a pet-cock or relief valve 23 of any de ired form, in communication with the interior structure through a suit able port 24;, shown in lines in. Fig: This pet-cock and relief valve in be utiwhich such devices are applicable.

lllach cylinder is provided with a i which is hollow to form a water space tegral with the wall of t to head are suitabl 25 an air inlet opening provided with a seat 31, A suitable exhaust housing 32 extends into the hollow head and establishes communication between the opening 28 and an opening 33 in the exhaust elbow 34 extend- 30 ing out beyond the side of the cylinder:

This elbow and housing are formed integral -.with the head and with a water jacket elbow portion 35, these parts terminating in a horizontally disposed flange 36 beyond the side of the cylinder.

The opening 30 communicates with an air mlet housing 37 formed integral with the head and extending out and in communication with an air inlet elbow 38, the lower 40 edge of said elbow being finished and being flush with the lower edge of the head and arranged in pos1t1on to communicate with the opening 22 in the airinlet member 21.

The water jacket portion. of the exhaust 'th suitable ports 39, preferably three'in number, extending through the flange 36 as shown in. Figs. a and 5. Each head 25 is also pro vided with a water; outlet connection 4:0

terminating in a horizontally disposed.

flange 41, as shown in 1, E2, and t. Any suitable form of pr mary air and fuel inlet mechanism may be employed but I have shownone arrangement the draw" mgs which consists of a valve stem 4%, a

valve 4-3, a spring 44 and a thrust washer 45 secured to the sternin any suitable man- This valve is moved downward and will sufiice for both. Each valve structure P "7 -N If) Len il- 6 3 opened to permit the inlet of the primaryv 60 air and fuel.

comprises a stem i6 guided i". the and having at its lower end a llI'PGlDV&lV6 4:7 adapted for engagement htl seat The upper end of the stem guided the head and is surrounded by a spring 421a this spring engaging the head one end the other end en aging a washer as old in place upon the ste split ring 219 arranged in a groove in the Each cylinder head. upon its corresponding duced portion 51 g in a recess formed in the of the c; and is forced i no ace by use bolts c. 27. W hen the c: ider is in place the opening in the all let 'iow cor cates with the opening all as hereinhetorei stated.

So far as the exhaust manifold structure is concerned the cylinders are pairs, each provided a manifold navi a water circulation about same, and each of these manif d units or sections consists of an outer casing 54: provided at each with a flange 5-5 and on the side toward the cylinder with other flanges 56, (Fig. the latter being provided with openings 5? coinmunicating with the openings 16 in the cylinders. The other end of one of the fold units is provided with a plate or over 54 while the manifold unit at the opposite end of the engine receives a face plate 54:,

to which is connected aneiihaust pipe 54, The flanges at the ends of each. section are extended inward beyond the wall 5 and are-integral with an exhaust housing 58 provided with an exhaust opening 59, this opening communicating by suitable openings 60 with the exhaust opening in the correspond ing exhaust elbow, The upper surface of the manifold member is finished to receive the'flange's 36 which are held in place by suitable bolts or cap screws 61. Between the walls 5t and 58 there isa chamber 62 which constitutes a water jacket in cost munication with the openings 5? and with the jacket formed in the exhaust elbow by suitable openings 63, in alinement with the openings 39.

From the der by re-- foregoing it will appear that the exhaust from the cylinders passes throu h. the opening 59 out at the end to the next manifold and that the circulating water I to each pair of cylinders passes up from the inlet around the exhaust manifold. from whence it passes to the head jacket structure and from each head'it passes through the.

member 40 to a discharge connection 64 leading to a discharge manifold 65, the conmotion 6% being secured by aliangc 66 to the flange 41. 7

Each of the cylinders is provided at a point opposite to the exhaust with a finished boss 73 audit is upon these bosses of the several cylinders that the cam shaft bearcylinders, and these bearings support, so far as this section is concerned, a cam shaft 79 provided adjacent each cylinder with an exhaust cam, a primary fuel and air inlet cam and a main air inlet cam, these cams being properly timed in order to bring about the proper operation of the engine, as will be readily understood. Secured upon the top of the trough section is a cover comprising a rear portion 83 and an outside portion 84, these two portions being provided with notches 85 and upwardly extending flanges 86 above each of the cams to permit the,

entry of the depending portions 87 of the valve rocker arms 88. hese rocker arms are all alike and each is provided with a roller 89 for engagingthe cam, and at its opposite end with an ad'usting screw 90 for engaging the correspon ing valve stem. In order to take up any lost motion between each roller 89 and its cam, each of the rocker arms is provided with a spring 91 engaging a-projection 92 on the underside of the arm and the corresponding portion of the cylinder head, the sprin being prevented from buckling by a suita le pin 93.

Each of the trough sections is further provided at its ends with flanges 94, the

' flanges of adjacent sections being secured together to form a continuous trough and support for the cam shaft throughout its entire length and the trough is closed in the case of the two end trough sections by a suitable plate 95 ion the one end and a gear casing member 96 on the opposite casing and being adapted to receive suitable gearing of any desired arrangement connected to the shaft operating the governor so that the drive from the engine to the governor-conveys the drive to the cam shaft.

The oiling system comprises any suitable pump arranged in the bath of oil in the crank case, but I have shown a, gear pump comprising a casing 97 provided with a stufling box 98 receivingthe vertical shaft 99 driven from the engine. On'the lower end of this shaft is a gear similar to and meshing with the gear 100 mounted in the pump case. Secured to the under face of the pump casing is a suitable plate 101. This pump receives oil on one side in an obvious manner and forces it into a sup ly pipe 102 which leads up through the caslng to a manifold pipe 103 arranged against the back wall 77 of the cam shaft trough. This manifold is connected by short connections 104 with each of the bearings 78. In operation, the oil pump elevates the oil' to the bearings and as it escapes about the shaft 79 it collects in the trough. .Its level is maintained by a stand pipe 105 extending up through the bottom 74 of trough and to a point near the bottom of the shaft 79. The lower end ofthis pipe 105 passes down to the crank case so as to deliver the overflow of oil back to the supply.

Fuel supplied to the engine is delivered under pressure to the mechanism for feeding it to the several cylinders, and any suitable means may be provided for supplying it in this manner, it being sufiicient, so far as this application is concerned, to state that the fuel is delivered under pressure to the feeding mechanism now to be described, and as more fully described and shown in my pr or application for ex losive engine filed September 26, 1914, Ser. 0. 863704, of which this application is a division. Se-

cured to the bracket 7 5 and against the side of the trough section at the governor end of the engine is a fuel pump housing 109 provided with a cover plate 110 upon its front and a cover plate 111 upon its top. Mounted within the upper part of the housing in -a horizontal, plane with the cam shaft and in parallel alinement therewith is a pump shaft 112 provided'with a plurality of eccentrics 113 one for each cylinder, and with a driv- 115, shown in dotted lines in Fig. 2, this gear 115 being 'arranged upon the cam shaft. Engaging each of the eccentrics 113 is an eccentric strap 116 pivotally connected to a pump plunger 117 passing throu h a suitable stufling box 118 into a pum arrel 119 formed in the housin 109. ithin the casing 109 is an eccentnc strap, plunger and barrel foreach cylinder, and each of these barrels communicates by a passage 120 with a passage 121 in turn leading to a discharge check valve member 122 communicating with a pi e 131 leading to, the corresponding cylin er. The passage 120 of each fuel pump leads to a correspondin inlet assagc 133. communicating by way 0 a chec valve 134 with a fuel supply passage 135.

. ing gear 114 meshing with a driving gear The engine operates in an obvious manner and itwill be seen that in operation any back-lash between the rocker arms and their operating cams will be taken up by the springs 91' and that the proper level of oil for the cam shaft is also maintained. -Having thus described my invention, what'I claim is: I

In an explosive engine,

a plurality of cylinders each having a cylinder head provided with an air inlet and an exhaust, an

air inlet valve controlling the air inlet, an

exhaust valve controlling the exhaust, an ingcarried by said trough and communicatoperating device for each of said valves, a ing therewith whereby the oil level in the cam shaft trough suitably 'mounted, cam trough is maintained in the fuel pump hous- 10 shaft bearings arranged Within said trough, ing, and a fuel pump arranged Within said a cam shaft mounted in said bearings, cams housing below the oil level therein. carried by said cam shaft for actuating said In testimony whereof I affix 111 Si nature. valve operating devices, a fuel pump hous- ALEXANDER IN ON. 

